Using assumptions from earlier versions of the LEAF don’t seem to applicable to the LR LEAF.
Many engineering design evaluations of the Leaf Plus would consider it as brute-force design attempt at achieving
a range goal without consideration of overall vehicle efficiency and with a minimum concern for battery degradation.
With the Leaf Plus, Nissan pushed the limits of its present battery technology by not using TMS, given the poor overall
vehicle efficiency, added weight, and limited quick charging frequency and rates (kW). As a result, the Leaf Plus basically
is a very limited BEV with a daily range marginally exceeding 200+ miles, i.e. not for major/lengthy intercity travel
without potentially affecting battery life. If the Leaf Plus is driven conservatively and limited at most to one quick
charge per day, it should provide fairly good utility.
It's unfortunate that the M3 lacks much of the appeal of the Nissan Leafs for some, and most importantly isn't being
delivered at a price competitive to the Leaf Plus, or less would consider the Leaf Plus for its range. Other BEVs,
are not readily available, or lack (the Bolt) the features/size of the Leaf Plus making it the only present 200+ mile range
alternate to the M3. It appears that those interested in the Leaf Plus either haven't owned an earlier Leaf or are unfamiliar
with the 24/30 kWh Leaf battery degradation issues, and solely focus on the 200+ mile range feature.
#1 Leaf SL MY 9/13: 76K miles, 47 Ahrs, 5.0 miles/kWh (average), Hx=70, SOH=78, L2 - 100% > 1000, temp < 95F, (DOD) > 20 Ahrs
#2 Leaf SL MY 12/18: 10.3K miles, SOH 109Ahrs/115Ahrs, 5.2 miles/kWh (average), DOD > 20%, temp < 105F